Railway point, signal, and the like



5 Sh'eetsv-Sheot 1- Filed July al. 1924 ul 19 192 J y 7 J. H. NlcHoLsoN ET Al.

`.RAILWAY POINT, SIGNA-1.1, AAND THE LIKE- July 19, 1927.

J. H. NICHOLSON ETAL RAILWAY POINT, SIGNAL, yAND THE LIKE Filed July 21. 1924 5 Sheets-Sheet 2 J. H. NICHOLSON ET AL.

RAILWAY POINT', SIGNAL, AND 'THE LIKE Filed July 21. 1924 5 sheets-sheet 5 July 19, i1927.

J, H.l NICHOLSON ET AL RAILWAY PDIN'I'l SIGNL, AND THE LIKE Filed July 21, 1924 5 Sheets-Sheet 4 Jul 19 1927. l 636 068 y J. H. NICHOLSON ETAL RAILWAY POINT, SIGNAL, AND THE LIKE Filed July 21. 1924 5 Sheets-Sheet 5 tNvENTORsL' LMMY EYcf WM- ATTORNEY Patented July 19, 1927.

n y A Alaat-,mis UNITED STATES l-A'rlilaT1OFI-"ice,l

JOIIN HEDLEYv NICHOLSON, OP DUBLIN, TRELAND, AND WALTERV SYDNEY ROBERTS, OP ORMsxIRII, ENGLAND, AssIGNORs OE ONE-THIRD TOTIIE RAILWAY SIGNAL COMPANY LIMITED, OP LONDON, ENGLAND, A BRITISH COMPANY.`

RAILWAY POINT, SIGNAL, AND THE LIKE'. y Application led July 21, 1924, Serial No. 727,245,111111 in Great `Britain July 2,3, 1923,

This invention relates to the operation ot railway points, orswitches, and signals and the like, and has for its objectto provide improved arrangements for this purpose whereby greater economy ,in installation and Operation may be -obtained y In modern railway practice it is becoming increasingly necessary for economical and other purposes to operate railway switches, signals and the like at greater distances from the signal cabin or other point of control than has hitherto been the case, principally forA the purpose of enabling intermediate signal cabins or points of control to be dispensed with. For this purpose electric operation ofthe switch and signal mechanism offers many advantages but involves either the installation of power transmission circuits to the various points onthe track from a central source of power, or the provision of primary or secondary batteries, The initial `cost. of installing ,such power transmission circuits throughout the line is obviously considerable, while the maintenance of the relatively large numbei` of batteries required particularly in outlying districts is a serious disadvantage, al-

though an extended use ot such batteries forV this purpose is now being made.

According to the present invention, however, a hand or foot operated electric generator is provided at the signal cabinor other point of control for a section of the track and constitutes a source of energy for operating the various electrically actuated del vices such as switch and signal motors for this section, the generator being,r rendered operative only when the actuation otl a` switch, signal, or other mechanism is reuired. i

It will thus be seen that the advantages of: electric operation are secured withoutth'e necessity for thev continuous generation of electric energy or the provision of transmission conductors extendingthroughout the system, while the cost of maintenance is greatly reduced as compared with systems involving primary or secondary batteries.

The invention is illustrated by way ot' example in the accompanying drawings, ot' which: i Y y Figuresl and 2 are views in side and end elevation respectively ofaV hand operated generatedi mechanism embodying one terni of theinvent-ion, and adapted for operating electrically actuated signal or switch y mechanism;

Figures 3 and 4 are views in side elevation and yplan respectively of a different form of generator mechanism. y

Figure 5 is a diagrammatic view showing one form of interlocking apparatus to which venergy is suppliedby the generator mecha-- msm. v l

Figures 6 and 7 are ra'gmental views illustrating two moditications'of the switch contact operating mechanism 15. l 1 Similar referenc'e'char'acters referto similar parts ineach of the severalviews.

vReferrir'ig now to the construction shown in Figures 1 and 2, it will be seen that the mechanism comprises a framel 1, in which is mounted an electric generator 2, of any suitable type, the shaft 3 of the generator 2 being provided with a pinion 4 mounted in a gear box 5 secured to the trame 1. AThe pinion t is adapted to intermesh with a gear wheel 6 rigidlymounted upon the same shaft 7 as a pinion 8 which intermesheswith a gear wheel 9 mounted upon a. shaft 10 inthe upper part of thek gear box 5. The shaft 1() is provided with a crankhandle 11 by means offwhich the shaft 3 'of the generator 2`is driven throughy the train of gearing above described. l

A number of control levers 12 is provided in the upper part of the frame 1 of the mechanism, each of these vcontrol levers ywhen suitably adjusted, serving to operate switch contacts controlling ,the circuitto which the current generated by the generator 2 is supplied. Y

Theprinciples of the invention may also be applied to any Systems of operating switches, signals orv other analogous apparatus-.Of the kind hitherto'operated by current obtiained`-from primary or secondary batteries,'such, for instance, as systems in which the supply vof current to themotor'operating the apparatus is controlled by a relay. the circuitv of the energizing winding ot' which includes contacts on a lever or other `control device which when it moves from its normalposition towards its release position is temporarily'checked by means of an electric lock,this lock bengvonlyreleased when 'the electrically actuated switch, signal or. einer mechanism has been fail-.r ej; .tedi- The shaft 3 of the generator 2 is provided as indicated at 13 with a speed governor device ot any suitable type, so arranged that when the operator has caused the shaft 3 to attain a predetermined speed of rotation by the actuation of the crank handle 11 the governor device 1) operates a rod 14- connected to a switch contact operatinr mechanism l which serves to connect a Kbraking resistance in series in the circuit of the gcnerator 2, so as to prevent any further increase in the current supplied to the electrically actuated point or signal mechanism.

Referring to Figure (i, the mechanism 15 comprises a contact lever pivoted at point 31 and arranged to be swung by rod 14 into engagement with one of the lixed contact members 32. These members are connected with spaced points on a resistor' 33. The lever 30 is connected with one terminal oi generator' 2, and one extremityvot the resister 33 is connected with the load to which current is supplied by the generator. As the speed of the generator increases, rod 14 moves toward the left, thereby swinging the lower end of lever 30 toward the right and connecting increasing amounts of the resistor 33 in series with the generator.

Alternatively, the mechanism 15 may be arranged under the same conditions to connect the braking resistance across the terminals of the generator 2, so as to impose a load upon the generator which Will prevent the operator from substantially exceeding the predetermined speed of rotation of the generator shaft 3.

In Fig. 7, for example, as rod 14 moves tovard the left in response to an increase in the speed of the generator the resistor 33 is connected in parallel with the generator 2 and the load. As the speed increases still lurther, portions of the resistor 33 are cut out, and it 'follows that the shunting effect ot the resistor prevents an excessive supply of current to the load.

In operation it will be understood that when the operator desires to set a signal or points the appropriate control lever 12 is tirst adjusted to a corresponding position and the crank handle 11 is then operated to supply current to the circuit selected by the actuation of the control lever It will be understood that the several control levers l2 are interlocked with one another in the usual manner so as to prevent conflicting signals or point settings from being operated, and a separate control lever 12 will preferably be provided :tor each signal or set of signals or points as weh as for each train stop, crossing gate, token instrument, or other mechanism or apparatus controlled from the signal cabin. In the case of electrically actuated signal mechanism as soon as the signal arm has been fully set, its operating motor may be arranged to be cutI out and the signal arm held in the position to which it has been moved by current supplied :trom a small local battery, the circuit ci which includes an electrically actuated retaining device for the signal. Y

rthe return oi" the control lever l2 to its normal position may be arranged to interrupt the circuit of the retainiiig device above referred to, thus permitting the signal to return to its normal or dangei"7 position. The invention may also be applied to track circuit signalling systems operated by direct or alternating current which may be arranged to be supplied to the track rails ol a block section at any suitable point therein, a relay being connected across the track rails and adapted, when energized, to complete the circuit lcL ling from the gcnerator to the electrically actuated signal mechanism. In the event oi the track sec tion beingoccupied by a train or vehicle the relay will evidently be short-circuited and consequently decnergizcd, with the result that the circuit leading to the signal mechanism will be interrupted at the relay contacts, so that even if the generator be operated the setting of the signal will be prevented.

Referring now to Fig. 5, the reference characters a and g/ designate the track rails ot' a stretch otI railway track A-C, which is provided with a passing siding E con nected with the stretch A-C by means oi a switch K. Located adjacent the switch K is a traiiic governing device here shown as a signal S which may be of any suitable form and in the form here shown comprises two semaphore blades 511 and 55, each arranged to occupy a stop or a proceed position.

The signal S is arranged to govern traiiic moving from lett to right over the switch K, blade being operated to give a proceed indication for tratiic into the siding E, and blade 5a being operated to give a proceed indication to traiiic past switch K along stretch A-C.

The rails adjacent the switch K are ineluded in a track circuit which is supplied with current from a suitable source of energy such as a track battery Q. This track circuit includes also a track relay J connected across the rails adjacent the lefthand end ot stretch A-C. It will be plain from the drawing that relay J is energized only when stretch A-C and siding- E are all unoccupied.

The switch K may be operated by any suitable means not shown in the drawing. Associated with this'switch is a circuit controller F, the position ot which corresponds at all times with the position o't the switch. For example, when switch K is normal to permit traiiic to proceed along stretch ANC,

- ance with the position ofthe blade 55. The

blade 54 of signal S controls two other circuit controllers T and V which vare also similar to circuit controller F.

The signal S is controlled by a lever 12 which may be any one of the levers 12 shown in Figs. 1 and 2 ot the drawings. The lever 12 is capable of assuming a plurality of different positions indicated by broken linesy in the drawing, and designated by the reference characters L, B, N, D and R. Associated with the lever 12 are a plurality of contacts designated by letters which correspond to the lever positions for which the corresponding contact is closed. For example, contact R is closed only when the lever 12 is in the R position. Similarly, contact LB is closed when lever 12 is in the L position, the B position or any position intermediate these two. A locking segment 44 provided wiih a lug 44` is also attached to lever 12. Associated with the segment 44 is a locking dog 45 controlled by a magnet 46, and so arranged that lever 12 is prevented from moving from the D position or the B position to the N position, unless magnet 46 is energized-` Energy is supplied to the signal S for operating the semaphore blades 54 and 55 from the manually operated generator 2. For example, I will assume that it is desired to permit traffic to move along the stretch A-C past switch K. In order to operate blade 54 oi signal S, lever 12 is moved to the It position. The dogI 45 and segment-44 do not interfere with this movement of the lever `12. lith the lever in the R position, a circuit is completed :trom generator 2v through wire 35, contact .R of lever 12, wires 36 and 37, front contact 38 of relay J, wire 39, contact 34h-34 of circuit controller F, Wire 40, operating mechanism of blade 54, and wire 41 back to generator 2. This circuit is closed only when circuit controller F occupies the position corresponding to the normal position ot switch K, and when relay J is energized. lVith lever 12 in the R position, then, ii crank handle 11 is operated to drive generator 2, current is supplied to the operating mechanism ot blade 54 over the circuit just traced. Blade 54 then moves to its proceed position. It is necessary, however, to maintain the supply of energy to the signal to keep it in its proceed position. It would be undesirable to require the operator to continue operation of generator 2 for this purpose. In order to `supply the small amount of energy necessary` vto maintain the signal 1u its. proceed position once it has been moved to that position, I provide a small 'only if the signal has been moved to its proceed position by some other means. In o rder to return the apparatus to its normalposition', the operator moves lever 12 toward its N position. The lever is arrested at its D position, however, by engagement of dog 45 with shoulder 44a. .When the lever was moved from its R position the retaining circuit for blade 54 was opened. VThis blade therefore returns to its stop position. When blade 54 has reached its stop position, circuit controller T is closed, and a circuit is therefore completed from generator 2 through wires 35 andv 47, contact RD of lever 12, wires 43 and 49, circuit controller .'I, Wire 50, circuit controller G, wire 51,

magnet 46 and wires 52 and 41 back to generator 2. It crank handle 11 is now operated to drive generator 2, currentis supplied to magnet 46 over the circuit just traced, thereby lifting the dog 45 out of engagement with the shoulder 44a and permitting the lever 12 to be returned to its N y position,

In similar manner when-.the lever 12 is moved to theL position, contact L on the lever is' closed and if generator 2 is then operated, current is supplied tothe operating mechanism of blade 55 provided switch K is reversed and relay I is energized. Blade 55 then moves to its proceed position. After the blade 55 has reached its proceed position it is maintained in such position by current from battery P, over contact L ot lever 12, from contact 38 of relay J, circuit controller F andcircuit controller' H. When the lever is againmoved toward its N position, it is locked in the B position until circuit controller G closes due to the return of blade 55 to its stop position. If generator 2 is then operated current suppliedto magnet 46 lifts the dog 45 and permitsl the lever to be returned to its N position.

Although we have here `illustrated the generator 2 supplying current to interlocking .apparatus comprising trackway signals, our invention is not limited to this application but is equally applicable to any other form of railway traiiice controlling device.

It should beparticularly pointed out thatk the energyl supplied to the apparatus for locking the lever 12 and for operating theA signal S is all delivered by generator 2, the battery P being` used only to supply the comparatively small amount of power necessary for maintaining the signal blades in their operated positions.

ln the case oi electrically actuated switches, the current supplied from the manually operated generator 2 may be directly transmitted to thc switch motor through cir cuits controlled by the setting ot the control levers l2 without the use o'lE any retaining mechaniean.

Referring now to the dillerent form of construction shown in Figures 3 and Ll, it will be seen that the .shatt 3 oit the generattn' 2 is. as in the construction previously des'ribed, connected to a. sha'lt lll through a train oi speed reduction gearing indicated at l, tl, S, i). The shat'l l() is inounted in suitable bearings 1(3 in an horizontal traine or base plate l, and carries at one end a bevel pinion li" adapted to intermesh with a bevel gear wheel 18 rigidly mounted upon a short vertical shalt 1S). Also rigidly secured to the shailt 19 above and below the gea r wheel 1S is a pair ot ratchet wheels, the upper one ot' which is indicated at 20 in Figure il. The teeth of the two ratchet wheels are inclined in opposite directions and each ratchet wheel is arranged to be engaged by a number ot spring actuated pawls 21 mounted in rotatable collars 22, 23, these collars being loosely mounted upon the sha'lt 15). A lug 2l on theupper collar 22 is pivotally connected by a rod 25 to a suitable point in a hand lever' above the pivot 2'? o't' the lever 26, the lower collar 23 beingl similarly connected by a rod 28 to a point in the lever 26 below the pivot 27.

In operation, :it will be understood that by imparting a rocking or to-and-tro movement to the lever 2G the operator is enabled lo etlect the continuous rotation ot the shaft fs el the generator 2 in the saine direction, the bevel gear wheel 18 being driven alternately by the collar 22 and by the collar 23.

In oth lr respects the operation of the mechanism is similar to that already described.

'lf he generator' mechanism above described may obviously with suitable modifications be arranged to be operated by the l'oot instead ol by hand. suitable pedals or plat- -terms being, for instance, provided l'or actuating the lever 25, the operator transferring his weight trom one pedal or platform to the other so as to impart a to-and-it'ro 1nove ment to the lever 25.

Various nioiilitications in the operating .mechanisms above described may obviously be made. For instance, a pawl and ratchet mechanism or its equivalent may be inter* posed between the generator shaft and the driving gear 'for the purpose oi preventing` rot-ation of this shaft in the opposite dire@- tion to that 'lor which the generator' is designed. Again., the governor device l5 may be omitted, il desired, or may be arranged to actuate av mechanical or other non-electrical form ol braking mechanism ttor the purpose olf limiting the speed of rotation ot the generator. l

The invention may Furthermore be applied to systen'is in which signalling or speed controllingl apparatus carried on the train arranged to he operated by induction from conductors on the track, controlling or sig1 nailing currents being supplied to the track conductors 'troni the hand operated generator, which in this case will be an alternating current generator. Any suitable well known type oilE track and train apparatus and circuits may be empltrved in this amilication ol the invention.

The manually operated generator' providi-id at the signal cabin or other point ol control inay be ol' the direct or alternating current type as may be most suitableto the particular conditions to be niet, and in this and other respects may be olil any suitable design or construct-ion.

The lield magnet system olf the generator may comprise permanent magnets or electromagnets separately excited from batteries or other suitable sources ot electric ciiirrent. Alternatively, a series, shunt, or compound lield magnet system excited wholly or partly by the generator current may be employed and in order to facilitate the buildingaiip o't the field excitation a relay or other mechanism may be provided adapted when the generator is lirst started into operation to connect the field windings or portions there ol or separate lield windings provided for starting, directly across the armature of the generator, the latter being only connected to the circuits leading to the point or signal mechanism when the voltage developed by the generator is su'l'liciently high to energize the relay tully and thus to ell'ect this connection.

Furthermore, the operating mechanism associated with the generator 2 may include a device for storing energy as, for instance, by the raisingl ot a weight, the compression ot a spring, or pneinnatic or hydraulic pressure, the energy supplied to such devices being utilized in driving or assisting to drive the generator'.

The invention is thus evidently not liniited to the particular arrangements above describedand illustrated which may be varied .in many respects without exceeding the scope or" the invention.

Having now described our invention what we claim as new and desire to secure by Letters Patent, is

1. In combination, a railway trallic controlling device, a manually operable genera tor, contact mechanism for at times connecting said generator with said device, and means in circuit withthe device and controlled in accordance with the speed of the generator for maintaining substantially constant the current supplied to said device.

2. In combination, two railway traflic conmanually operable generator for at times supplying currentto said apparatus, and means in circuit with the apparatus and controlled in accordance with the speed of said generator for controlling the current sup-v plied to said apparatus.

4. In combination with interlocking ap-l paratus 'for controlling railway traiiic, a

manually operable generator for at timesl supplying current to said apparatus, a resistor, and means responsive to the speed of said generator for at times connecting said resistor in circuit with said generator.

5. In combination with interlocking apparatus for controlling railway traiic, a manually operable generator for at times supplying current to said apparatus, and

means responsive to the speed of said gen# erator for increasing the resistance in series with said generator as the speed of the generator increases.

6. In combination with interlocking apparatus for controlling railway traiiic, a

manually operable generator for at times supplying current to said apparatus, means for limiting the current supplied to the apparatus from the generator, and a device responsive to the speed of the generator for cont-rolling said means. Y

7. In combination, an electrically operated railway traic governing device, la

manually operable generator, a source of energy, and interlocking apparatus for at times supplying currentV from the generator to the device and for at other times supply,- ing current from the source to the device.

Y 8. In combination, an electrically operated railway traiiic governing device, a manf uallyoperable generator, a source of energ a lever for controlling the supply of curl rent from the generator to the device and from the source to the device, and vmeans responsive to current fromr the generator for controlling said lever.l

9. In combination, two railway traiiic controlling devices, a manually operable gen-v erator, a source of energy, Contact mechanism :for at times connecting the generator with a selected one ofV said devices, and means controlled by said contact mechanism and by each device for at times Vconnecting such device with the source.

l0. In combination, a railway signal, av

manually operable generator, a source of energy, an interlocking lever, an operating circuit for the signal controlled by the lever and including the generator, and a holding .circuit for the signal controlled by the lever and including the source.

In testimony whereof we have hereuntoV set hands.

JOHN HEDLEY NICHOLSON.V WALTER SYDNEY ROBERTS. 

